US2057222A - Oil ring for locomotive rod pins - Google Patents

Description

Oct. 13, 1936. w. J. WOOD OIL RING FQR LOCOMOTIVE ROD PINS 2 Sheets-Sheet 1 WILL Wood INVENTOR ATTO RN EY HIIIIIIII? 2 Sheets-Shet 2 M i I I w. JQwooD OIL RING FOR LOCOMOT IVE ROD PINS Filed Aug. 16, 1935 Oct. 13, 1936.

WJ Wood a Patented Got. 13, 1936 UNITED STATES rant oFFicE 1 Claim.

10 locomotive construction and will efficiently prevent escape and waste of free flowing lubricant while the latter is permitted to have free circulation to reduce friction to a minimum and wear incident thereto.

15 With these "and other objects in view, this invention consists in certain novel features of construction, combination and arrangement of parts to be hereinafter more fully described and claimed. 20 For a complete understanding of my invention, reference is to be had to the following description and accompanying drawings, in which Figure 1 is a fragmentary vertical sectional view showing my invention adapted to a locomotive construction. 7

Figure 2 is a sectional view taken on the line 2-2 of Figure 1.

Figure 3 is a sectional view taken on the line 3-3 of Figure l. 30 Figure 4 is a vertical sectional view illustrating one of the bushings.

Figure 5 is a fragmentary vertical sectional view illustrating one of the lubricant containers. Figure 6 is a fragmentary vertical sectional 35 view illustrating another or second lubricant retainer.

Figure '7 is a fragmentary sectional view illustrating a third lubricant retainer.

Figure 8 is a fragmentary vertical sectional 40 view showing how sections of a lubricant retainer may be held assembled before application to a locomotive construction.

Referring in detail to the drawings, the numeral I indicates one of the wheels of a loco- 45 motive, the axle thereof being shown at}, and the drive pin at 3, the latter having secured to its end the usual crank arm 4 employed for operating the valve mechanism of the locomotive. Mounted on the pin 3 are bushings 5 and 50 6, each having one end flanged, as shown at I. The other ends of the bushings 5 and 6 have mounted thereon spacers 8 abutting the flanged end of the bushings 5 and 6 and each is in the form of a sleeve having one end flanged. The 55 bushings 5 and 6 and spacers extend through the journaled ends of drive and connecting rods 9 and ill of the locomotive. This construction is common with locomotives and the drive and connecting rods have a limited endwise niove- H ment with respect to the pin 3, frequently termed the laterals of the drive mechanism of the locomotive. It is the practice to employ hard grease for the lubrication of the pin 3 and the bearings of the drive and connecting rods as well as the bushings. This type of lubrica-"lo tion is not efiicient due to the fact hard grease will not form a coating to all of the moving and contacting faces, consequently allowing excessive friction to set up and destroy or cause undue wear. parts to be thoroughly bathed in free flowing lubricant furnished from reservoirs l2, my invention is employed which consists of lubricant retainers arranged between the main and connecting rod and the connecting rod and the hub of the wheel and the main connecting rod and the crank arm 4. Also the bushings 5 and 6 have longitudinal oil slots I3 connected with one another by lubricant grooves M. The reservoirs l2 communicate with the slots l3 by passages l5 formedin the journaled ends of the drive and connecting rods, the reservoirs being suitably mounted thereto. One passage E5 of each reservoir permits the lubricant to flow freely to the slots I3 and pass from one to another by way of the grooves l4 and return to said reservoir by the other passage l5 thereby completing the cycle of circulation of the lubricant and which circulation is maintained by the motion of the rods. The lubricant retainers are designated generally by the characters it,

ll and I8 and are similarly constructed, except for minor details. Each lubricant retainer consists of inner and outer ring sections l9 and 20, the ring section 29 being grooved, as shown at 2i, to slidably receive the ring section is. The ring sections receive therebetween an annular socketed member A to form chambers 22. The annular members A provide a packing or oil seal between the flanged rings l9 and 2|]. Telescopic spring casings 24 are mounted in the chambers 22 and have therein coil springs 22' acting to force apart the ring sections. To prevent separation of the ring sections prior to application to the locomotive, said ring sections are provided with openings to receive pins. 25, which pins can be readily removed after the application of the lubricant retainer to the 10- comotive. The ring section l9 of the lubricant retainer i6 is equipped with a flange 25, as

In order to permit all moving'lfi shown in Figure 5. Surrounding the ring sections of the lubricant retainers are felts 21, or strips made of felt, and which are retained in position by split bands 28, each having its ends adjustably and detachably connected. The felts 2? are wider than the widths of the split bands 28 and they act to prevent the entrance of foreign matter to the ring sections of the lubricant retainers when in use. The lubricant retainer H5 is supported on the flange of the bushing 6 and the ring sections thereof bear against the journaled ends of the drive rod and a face plate 21 secured to the crank arm 4. The lubricant retainer [6 prevents the escape of lubricant between the flanged end of the bushing 6 and the drive rod and the crank arm. The lubricant retainer I! is positioned between the drive and connecting rods and is supported by the flanged end of the bushing 5 and the spacer 8. The lubricant retainer I8 is positioned between the connecting rod and the hub of the wheel and is supported by a spacer 30 mounted on the bushing 5. Thus it will be seen that the spaces between the drive and connecting rods and the connecting rod and the wheel and the drive rod and the crank arm are effectively sealed to prevent the escape of free flowing lubricant, which lubricant is capable of forming a coating to all relatively movable faces for the purpose of reducing friction to a minimum and consequently obviate wear. Yieldable lubricant retainers of the character described may be readily adapted to a conventional construction of locomotive drive or any other part of a locomotive or similar device wherein it is desired to prevent the escape of free flowing lubricant. Lubricant retainers of this character will permit the drive and connecting rods to have their laterals with respect to the drive pin 3.

Having described the invention, I claim:

In combination with a drive pin of a locomotive drive wheel having secured thereto a valve mechanism drive crank arm and drive and connecting rods mounted on said drive pin, bushings between said drive and connecting rod and the drive pin, each of said rods having a reservoir for a free flowing lubricant and each of said rods having a pair of spaced passages for directing the lubricant from the reservoir to the bushings, drive pin and said drive and connecting rod, each of said bushings having longitudinal oil receiving slots for the passage of the oil and inner grooves between said slots whereby the oil delivered through one passage from the reservoir into one slot of the bushing will be scooped in the second slot in the bushing and redelivered through the second passage from the reservoir back into said reservoir, and lubricant sealing mediums arranged between the drive wheel, connecting rod and the latter and the drive rod and the latter and the crank arm and each including inner and outer ring sections having edge flanges received one in the other, an annular member between the flanges of the inner ring member and spaced casings having coiled expansion springs therein movable by such springs to force the annular member against the inner wall of the inner ring.

WALTER J. WOOD.

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